CN112729813A - Vehicle rack synchronous dynamic load simulation method and system - Google Patents
Vehicle rack synchronous dynamic load simulation method and system Download PDFInfo
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- CN112729813A CN112729813A CN202011496760.8A CN202011496760A CN112729813A CN 112729813 A CN112729813 A CN 112729813A CN 202011496760 A CN202011496760 A CN 202011496760A CN 112729813 A CN112729813 A CN 112729813A
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- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M13/00—Testing of machine parts
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- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
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Abstract
The invention provides a vehicle rack synchronous dynamic load simulation method and a system, wherein the method comprises the following steps: acquiring detection parameters at a left half shaft and detection parameters at a right half shaft of a vehicle braking system; the detection parameters comprise actual torque and actual rotating speed; then calculating a reference rotating speed according to the detection parameters at the left half shaft and the detection parameters at the right half shaft; respectively calculating a first reference torque and a second reference torque according to the reference rotating speed, the detection parameter at the left half shaft and the detection parameter at the right half shaft; and finally, controlling the left dynamometer system to perform dynamometer according to the first reference torque, and controlling the right dynamometer system to perform dynamometer according to the second reference torque. The invention realizes the bench test of the centralized vehicle composite braking system and improves the robustness and the synchronism of the bench test.
Description
Technical Field
The invention relates to the technical field of vehicle testing, in particular to a method and a system for simulating synchronous dynamic load of a vehicle rack.
Background
A composite braking system of a vehicle is a key braking actuating mechanism of a new energy automobile. Under normal working conditions, the kinetic energy of the vehicle can be recovered through regenerative braking of the motor, and the economy of the whole vehicle is improved; in addition, under the emergency working condition, the superior control performance of the motor is beneficial to realizing precise anti-lock braking, and the safety of the whole vehicle is improved. The bench test is a key test means of the vehicle composite braking system, and the core technology of the bench test is bench dynamic load simulation. Considering a typical centralized vehicle composite braking system rack, a vehicle motor is mechanically connected with a left loading device and a right loading device through a transmission shaft, a transmission, a differential mechanism, a left half shaft and a right half shaft, and the loading devices simulate road loads in real time; the simulation precision of the dynamic load of the loading device and the synchronization performance among the loading devices are core problems concerned by the simulation of the dynamic load of the centralized vehicle composite braking system rack.
At present, the method commonly used for simulating the dynamic load of the multi-loading device rack mainly comprises parallel PI control and proximity coupling control. None of the above methods has been developed for a centralized vehicle compound braking system rack; in addition, the parallel PI control does not consider the synchronization performance among the loading devices, and the adjacent coupling control mainly aims at the synchronous dynamic load simulation among more than two loading devices. Both of these methods are difficult to adapt for centralized vehicle compound brake system bench testing.
Disclosure of Invention
The invention aims to provide a vehicle rack synchronous dynamic load simulation method and system to realize the test of a centralized vehicle composite braking system rack.
In order to achieve the above object, the present invention provides a vehicle rack synchronous dynamic load simulation method, including:
step S1: acquiring detection parameters at a left half shaft and detection parameters at a right half shaft of a vehicle braking system; the detection parameters comprise actual torque and actual rotating speed;
step S2: calculating a reference rotating speed according to the detection parameters at the left half shaft and the detection parameters at the right half shaft;
step S3: respectively calculating a first reference torque and a second reference torque according to the reference rotating speed, the detection parameter at the left half shaft and the detection parameter at the right half shaft;
step S4: and controlling the left dynamometer system to perform dynamometer according to the first reference torque, and controlling the right dynamometer system to perform dynamometer according to the second reference torque.
Optionally, the calculating a first reference torque and a second reference torque according to the reference rotation speed, the detection parameter at the left half shaft, and the detection parameter at the right half shaft respectively specifically includes:
step S31: calculating a first total disturbance estimation value according to the detection parameters at the left half shaft;
step S32: calculating a second total disturbance estimation value according to the detection parameters at the right half shaft;
step S33: calculating a first tracking control value according to the first total disturbance estimation value;
step S34: calculating a second tracking control value according to the second total disturbance estimation value;
step S35: calculating a synchronous control value according to the actual rotating speed at the left half shaft and the actual rotating speed at the right half shaft;
step S36: calculating the first reference torque according to the first tracking control value and the synchronous control value;
step S37: and calculating the second reference torque according to the second tracking control value and the synchronous control value.
Optionally, a specific formula for calculating the total disturbance estimation value is as follows:
wherein i ═ l, r denotes the left or right side, JiRepresenting the equivalent moment of inertia, omega, of the dynamometer systemdiRepresenting the actual speed of rotation at the half-axis, TdiRepresenting the actual torque at the half-axis, THyiRepresenting the braking torque of a hydraulic braking system, G representing the transformation ratio of a transmission link, and TmRepresenting the output torque, T, of the motor systemfiRepresenting non-linear friction, Δ, of a dynamometer systemiRepresenting system disturbances, x, induced by uncertainty in system parameters of a dynamometer1i＝ωdiRepresenting the actual speed of rotation at the half-axis, x2iRepresents the unknown total disturbance term of the dynamometer system,
denotes x1iIs determined by the estimated value of (c),
representing the disturbance estimation error, beta0iAnd beta1iAll represent observer gain, Bi＝1/JiThe parameters of the dynamometer system are represented,
is x2iRepresents the total disturbance estimate, and when i is l,
representing the first total disturbance estimate, when i-r,
representing the second total disturbance estimate.
Optionally, a specific formula for calculating the tracking control value is as follows:
wherein i ═ l, r denotes the left or right side, StiRepresenting the sliding surfaces of the tracking control, ei(t)＝ωdi-ωd *Indicating the speed tracking error, omega, at time t of the dynamometer systemd *Representing said reference speed, ωdiRepresenting the actual speed of rotation at the half-axis, h and c both representing the proportional parameters of the tracking control sliding mode surface, d representing the dynamometer system, τ representing time, Si(t) denotes a sliding mode variable, sat (. cndot.) denotes a saturation function, and ki(t) denotes the adaptive gain at time t, λiRepresenting a first adaptation rate, Bi＝1/JiRepresenting dynamometer system parameters, JiThe equivalent moment of inertia of the dynamometer system is shown,
representing the total disturbance estimate, utiRepresents the tracking control value, when i ═ l, utlRepresenting the first tracking control value; when i is r, utrRepresenting the second tracking control value.
Optionally, the step of calculating a synchronous control value according to the actual rotation speed at the left half shaft and the actual rotation speed at the right half shaft is as follows:
wherein S issRepresenting said synchronous control sliding-mode surface, es(t) shows the synchronization error at time t of the left dynamometer system and the right dynamometer system, hsAnd csAll represent a proportional parameter, λ, of the synchronous control sliding mode surfacesRepresenting the second adaptation rate, sat (-) representing the saturation function, d representing the dynamometer system, τ representing time, ks(t) denotes an adaptive gain, usRepresenting the synchronization control value.
Optionally, the first reference torque is calculated according to the first tracking control value and the synchronization control value, and a specific formula is as follows:
ul＝utl+uS
wherein u issIndicating said synchronization controlValue utlRepresenting said first tracking control value, ul＝Tdl *Representing the first reference torque.
Optionally, the second reference torque is calculated according to the second tracking control value and the synchronous control value, and a specific formula is as follows:
ur＝utr-uS
wherein u issRepresents said synchronous control value, utrRepresenting said second tracking control value, ur＝Tdr *Representing the second reference torque.
The invention also provides a vehicle rack synchronous dynamic load simulation system, which comprises:
the vehicle braking system is used for driving the vehicle to rotate;
the first sensor is arranged at the left half shaft of the vehicle braking system and used for detecting detection parameters at the left half shaft of the vehicle braking system;
the second sensor is arranged at the right half shaft of the vehicle braking system and used for detecting detection parameters at the right half shaft of the vehicle braking system;
the real-time simulation device is respectively connected with the first sensor, the second sensor and the vehicle braking system and is used for calculating a reference rotating speed according to the detection parameters at the left half shaft and the detection parameters at the right half shaft;
the synchronous simulation device is connected with the real-time simulation device and used for calculating a first reference torque and a second reference torque according to the reference rotating speed, the detection parameters at the left half shaft and the detection parameters at the right half shaft;
the first dynamometer is respectively connected with the vehicle braking system and the synchronous simulation device and is used for performing dynamometer according to the first reference torque;
and the second dynamometer is respectively connected with the vehicle braking system and the synchronous simulation device and is used for performing dynamometer according to the second reference torque.
Optionally, the synchronous simulation apparatus includes:
the first disturbance observation module is used for calculating a first total disturbance estimation value according to the detection parameters at the left half shaft;
the second disturbance observation module is used for calculating a second total disturbance estimation value according to the detection parameters at the right half shaft;
the first tracking control module is used for calculating a first tracking control value according to the first total disturbance estimation value;
the second tracking control module is used for calculating a second tracking control value according to the second total disturbance estimation value;
the synchronous control module is used for calculating a synchronous control value according to the actual rotating speed at the left half shaft and the actual rotating speed at the right half shaft;
a first calculation module, configured to calculate the first reference torque according to the first tracking control value and the synchronization control value;
and the second calculation module is used for calculating the second reference torque according to the second tracking control value and the synchronous control value.
Optionally, the formula for the first calculation module to calculate the first reference torque is:
ul＝utl+uS
wherein u issRepresents said synchronous control value, utlRepresenting said first tracking control value, ul＝Tdl *Representing the first reference torque.
According to the specific embodiment provided by the invention, the invention discloses the following technical effects:
the invention provides a vehicle rack synchronous dynamic load simulation method and a system, wherein the method comprises the following steps: acquiring detection parameters at a left half shaft and detection parameters at a right half shaft of a vehicle braking system; the detection parameters comprise actual torque and actual rotating speed; then calculating a reference rotating speed according to the detection parameters at the left half shaft and the detection parameters at the right half shaft; respectively calculating a first reference torque and a second reference torque according to the reference rotating speed, the detection parameter at the left half shaft and the detection parameter at the right half shaft; and finally, controlling the left dynamometer system to perform dynamometer according to the first reference torque, and controlling the right dynamometer system to perform dynamometer according to the second reference torque. The invention realizes the bench test of the centralized vehicle composite braking system and improves the robustness and the synchronism of the bench test.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings needed in the embodiments will be briefly described below, and it is obvious that the drawings in the following description only show some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings without inventive exercise.
FIG. 1 is a flow chart of a method for simulating a synchronous dynamic load of a vehicle rack in accordance with an embodiment 1 of the present invention;
FIG. 2 is a block diagram of a vehicle rack synchronous dynamic load simulation system according to an embodiment 2 of the present invention;
FIG. 3 is a block diagram of a synchronous simulation device of a vehicle rack synchronous dynamic load simulation system according to an embodiment 2 of the present invention;
the system comprises a real-time simulation device 1, a real-time simulation device 2, a brake controller 3, a motor 4, a transmission 5, a left side half shaft 6, a left side hydraulic brake system 7, a right side half shaft 8, a right side hydraulic brake system 9, a synchronous simulation device 10, a first sensor 11, a first dynamometer 12, a second sensor 13, a second dynamometer 14, a first tracking control module 15, a first disturbance observation module 16, a synchronous control module 17, a second disturbance observation module 18, a second tracking control module 19, a first calculation module 20 and a second calculation module.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments only represent a part of the embodiments of the present invention, and do not represent all the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The invention aims to provide a vehicle rack synchronous dynamic load simulation method and system to realize the test of a centralized vehicle composite braking system rack.
In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in further detail below.
Example 1:
as shown in fig. 1, the present invention provides a vehicle rack synchronous dynamic load simulation method, which includes:
step S1: acquiring detection parameters at a left half shaft and detection parameters at a right half shaft of a vehicle braking system; the detection parameters include an actual torque and an actual rotation speed.
Step S2: and calculating the reference rotating speed according to the detection parameters at the left half shaft and the detection parameters at the right half shaft.
Step S3: and respectively calculating a first reference torque and a second reference torque according to the reference rotating speed, the detection parameter at the left half shaft and the detection parameter at the right half shaft.
Step S4: and controlling the left dynamometer system to perform dynamometer according to the first reference torque, and controlling the right dynamometer system to perform dynamometer according to the second reference torque.
In an embodiment of the present invention, the calculating a first reference torque and a second reference torque according to the reference rotation speed, the detection parameter at the left half shaft, and the detection parameter at the right half shaft includes:
step S31: and calculating a first total disturbance estimation value according to the detection parameters at the left half shaft.
Step S32: and calculating a second total disturbance estimation value according to the detection parameters at the right half shaft.
Step S33: and calculating a first tracking control value according to the first total disturbance estimation value.
Step S34: and calculating a second tracking control value according to the second total disturbance estimation value.
Step S35: and calculating a synchronous control value according to the actual rotating speed at the left half shaft and the actual rotating speed at the right half shaft.
Step S36: and calculating the first reference torque according to the first tracking control value and the synchronous control value.
Step S37: and calculating the second reference torque according to the second tracking control value and the synchronous control value.
In the embodiment of the present invention, a specific formula for calculating the first total disturbance estimation value is as follows:
wherein l represents the left side, JlRepresenting the equivalent moment of inertia, omega, of the left dynamometer systemdlRepresenting the actual speed of rotation at the left half-shaft, TdlRepresenting the actual torque at the left half-shaft, THylShows the braking torque of the left hydraulic braking system 6, G shows the transformation ratio of the transmission link and TmIndicating the output torque, T, of the motor 3flRepresenting left dynamometer system nonlinear friction, ΔlRepresenting system disturbance, x, induced by uncertainty in system parameters of the left dynamometer1l＝ωdlRepresenting the actual speed of rotation at the left half-shaft, x2lRepresenting the unknown total disturbance term of the left dynamometer system,
denotes x1lIs determined by the estimated value of (c),
representing the left-hand disturbance estimation error, beta0lAnd beta1lAll represent the left observer gain, Bl＝1/JlRepresenting the parameters of the left dynamometer system,
representing the first total disturbance estimate.
In this embodiment of the present invention, a specific formula for calculating the second total disturbance estimation value is as follows:
wherein r represents the right side, JrRepresenting the equivalent moment of inertia, omega, of the right dynamometer systemdrRepresenting the actual speed of rotation at the right half-axis, TdrRepresenting the actual torque at the right half-axis, THyrShows the braking torque of a right hydraulic braking system 8, G shows the transformation ratio of a transmission link and TmIndicating the output torque, T, of the motor 3frRepresenting the non-linear friction, Δ, of the right dynamometer systemrRepresenting the system disturbance, x, induced by uncertainty in the system parameters of the right dynamometer1r＝ωdrRepresenting the actual speed of rotation at the right half-axis, x2rRepresenting the unknown total disturbance term of the right dynamometer system,
denotes x1rIs determined by the estimated value of (c),
representing the right-hand disturbance estimation error, beta0rAnd beta1rAll represent the gain of the right observer, Br＝1/JrRepresenting the parameters of the right dynamometer system,
representing the second total disturbance estimate.
In this embodiment of the present invention, a specific formula for calculating the first tracking control value is as follows:
wherein l represents the left side, StlRepresenting left-hand tracking control sliding-mode surface, el(t)＝ωdl-ωd *To the left sideError in the tracking of the speed of the dynamometer system at time t, ωd *Representing said reference speed, ωdlRepresenting the actual rotating speed at the left half shaft, h and c both representing the proportional parameters of the tracking control sliding mode surface, d representing a dynamometer system, tau representing time, Sl(t) represents the sliding mode variable of the left dynamometer system, sat (. cndot.) represents the saturation function, kl(t) denotes the left-hand adaptive gain, λ, at time tlRepresenting the first adaptation rate on the left, Bl＝1/JlRepresenting the parameters of the left dynamometer system,
representing said first total disturbance estimate, JlRepresenting the equivalent moment of inertia, u, of the left dynamometer systemtlRepresenting the first tracking control value.
In this embodiment of the present invention, a specific formula for calculating the second tracking control value is as follows:
wherein r represents the right side, StrRepresenting the right tracking control sliding mode surface, er(t)＝ωdr-ωd *Indicating the speed tracking error, omega, at time t of the right dynamometer systemd *Representing said reference speed, ωdrRepresenting the actual rotating speed at the right half shaft, h and c both representing the proportional parameters of the tracking control sliding mode surface, d representing a dynamometer, tau representing time, Sr(t) represents the sliding mode variable of the right dynamometer system, sat (. cndot.) represents the saturation function, kr(t) denotes the right-hand adaptive gain at time t, λrRepresenting the first adaptation rate on the right, Br＝1/JrRepresenting right dynamometer system parameters, JrRepresenting the equivalent moment of inertia of the right dynamometer system,
representing said second total disturbance estimate, utrRepresenting the second tracking control value.
In the embodiment of the present invention, the synchronous control value is calculated according to the actual rotation speed at the left half shaft and the actual rotation speed at the right half shaft, and the specific formula is as follows:
wherein S issRepresenting said synchronous control sliding-mode surface, es(t) shows the synchronization error at time t of the left dynamometer system and the right dynamometer system, hsAnd csAll represent a proportional parameter, λ, of the synchronous control sliding mode surfacesRepresenting the second adaptation rate, sat (-) representing the saturation function, d representing the dynamometer system, τ representing time, ks(t) denotes an adaptive gain, usRepresenting the synchronization control value.
In this embodiment of the present invention, the calculating the first reference torque according to the first tracking control value and the synchronization control value includes:
ul＝utl+uS
wherein u issRepresents said synchronous control value, utlRepresenting said first tracking control value, ul＝Tdl *Representing the first reference torque.
In this embodiment of the present invention, the second reference torque is calculated according to the second tracking control value and the synchronization control value, and a specific formula is as follows:
ur＝utr-uS
wherein u issRepresents said synchronous control value, utrRepresenting said second tracking control value, ur＝Tdr *Representing the second reference torque.
Example 2:
as shown in fig. 2, the present invention also provides a vehicle rack synchronous dynamic load simulation system, which includes: the system comprises a vehicle braking system, a first sensor 10, a second sensor 12, a real-time simulation device 1, a synchronous simulation device 9, a first dynamometer 11 and a second dynamometer 13. The first sensor 10 is arranged at the left half shaft of the vehicle brake system. The second sensor 12 is arranged at the right half shaft of the vehicle brake system. The real-time simulation device 1 is connected with the first sensor 10, the second sensor 12 and the vehicle brake system respectively. The synchronous simulation device 9 is connected with the real-time simulation device 1. The first dynamometer 11 is connected with the vehicle braking system and the synchronous simulation device 9 respectively. The second dynamometer 13 is connected with the vehicle braking system and the synchronous simulation device 9 respectively. The vehicle braking system is used for driving a vehicle to rotate; the first sensor 10 is used for detecting a detection parameter at a left half shaft of the vehicle brake system; the second sensor 12 is used for detecting a detection parameter at the right half shaft of the vehicle brake system; the real-time simulation device 1 is used for calculating a reference rotating speed according to the detection parameters at the left half shaft and the detection parameters at the right half shaft; the synchronous simulation device 9 is used for calculating a first reference torque and a second reference torque according to the reference rotating speed, the detection parameter at the left half shaft and the detection parameter at the right half shaft; the first dynamometer 11 is used for performing dynamometer according to the first reference torque; the second dynamometer 13 is used for performing dynamometer according to the second reference torque.
The first dynamometer 11 is a left-side dynamometer system, and the second dynamometer 13 is a right-side dynamometer system.
Fig. 3 is a structural diagram of a synchronization simulation device of a vehicle rack synchronization dynamic load simulation system in an embodiment 2 of the present invention, and as shown in fig. 3, in the embodiment of the present invention, the synchronization simulation device 9 includes: the system comprises a first disturbance observation module 15, a second disturbance observation module 17, a first tracking control module 14, a second tracking control module 18, a synchronous control module 16, a first calculation module 19 and a second calculation module 20. The first disturbance observation module 15 is used for calculating a first total disturbance estimation value according to the detection parameters at the left half shaft; the second disturbance observation module 17 is configured to calculate a second total disturbance estimation value according to the detection parameter at the right half shaft; the first tracking control module 14 is configured to calculate a first tracking control value according to the first total disturbance estimation value; the second tracking control module 18 is configured to calculate a second tracking control value according to the second total disturbance estimation value; the synchronous control module 16 is used for calculating a synchronous control value according to the actual rotating speed at the left half shaft and the actual rotating speed at the right half shaft; the first calculation module 19 is configured to calculate the first reference torque according to the first tracking control value and the synchronization control value; the second calculating module 20 is configured to calculate the second reference torque according to the second tracking control value and the synchronization control value.
In an embodiment of the present invention, the vehicle brake system includes: the brake system comprises a brake controller 2, a motor 3, a transmission 4, a left half shaft 5, a right half shaft 7, a left hydraulic brake system 6 and a right hydraulic brake system 8. The motor 3 is connected with the brake controller 2, the speed changer 4 is connected with the motor 3, the left hydraulic brake system 6 and the right hydraulic brake system 8 are respectively connected with the brake controller 2, the left half shaft 5 is connected with the left hydraulic brake system 6 and the speed changer 4, and the right half shaft 7 is connected with the right hydraulic brake system 8 and the speed changer 4.
In the embodiment of the present invention, the formula for the first calculating module 19 to calculate the first reference torque is as follows:
ul＝utl+uS
wherein u issRepresents said synchronous control value, utlRepresenting said first tracking control value, ul＝Tdl *Representing the first reference torque.
In this embodiment of the present invention, the formula for the second calculating module 20 to calculate the second reference torque is as follows:
ur＝utr-uS
wherein u issRepresents said synchronous control value, utrRepresenting said second tracking control value, ur＝Tdr *Representing the second reference torque.
Due to the adoption of the technical scheme, the invention has the following advantages:
1) the invention designs a synchronous dynamic load simulation method aiming at the centralized vehicle combined drive brake system rack, adopts a disturbance observation module to dynamically estimate the dynamometer system disturbance and compensate, and has stronger robustness.
2) The invention designs a synchronous dynamic load simulation method aiming at the centralized vehicle combined drive brake system rack, and adopts the synchronous control module 16 to realize the synchronous control of the double loading devices, thereby meeting the synchronous performance requirement of the rack test.
3) The invention can be widely applied to the test of various longitudinal dynamics processes of the centralized vehicle composite braking system.
In the present specification, the embodiments are described in a progressive manner, each embodiment focuses on the differences from other embodiments, and the same and similar parts among the embodiments are referred to each other.
The principles and embodiments of the present invention have been described herein using specific examples, the description of which is presented only to aid in understanding the method and its core concepts of the present invention; meanwhile, for a person skilled in the art, according to the idea of the present invention, the specific embodiments and the application range may be changed. In view of the above, the present disclosure should not be construed as limiting the invention.
Claims (10)
1. A vehicle rack synchronous dynamic load simulation method, characterized in that the method comprises:
step S1: acquiring detection parameters at a left half shaft and detection parameters at a right half shaft of a vehicle braking system; the detection parameters comprise actual torque and actual rotating speed;
step S2: calculating a reference rotating speed according to the detection parameters at the left half shaft and the detection parameters at the right half shaft;
step S3: respectively calculating a first reference torque and a second reference torque according to the reference rotating speed, the detection parameter at the left half shaft and the detection parameter at the right half shaft;
step S4: and controlling the left dynamometer system to perform dynamometer according to the first reference torque, and controlling the right dynamometer system to perform dynamometer according to the second reference torque.
2. The vehicle rack synchronous dynamic load simulation method according to claim 1, wherein the calculating a first reference torque and a second reference torque according to the reference rotation speed, the detection parameter at the left half shaft and the detection parameter at the right half shaft respectively comprises:
step S31: calculating a first total disturbance estimation value according to the detection parameters at the left half shaft;
step S32: calculating a second total disturbance estimation value according to the detection parameters at the right half shaft;
step S33: calculating a first tracking control value according to the first total disturbance estimation value;
step S34: calculating a second tracking control value according to the second total disturbance estimation value;
step S35: calculating a synchronous control value according to the actual rotating speed at the left half shaft and the actual rotating speed at the right half shaft;
step S36: calculating the first reference torque according to the first tracking control value and the synchronous control value;
step S37: and calculating the second reference torque according to the second tracking control value and the synchronous control value.
3. The vehicle bench synchronous dynamic load simulation method of claim 2, wherein the specific formula for calculating the total disturbance estimation value is as follows:
wherein i ═ l, r denotes the left or right side, JiRepresenting the equivalent moment of inertia, omega, of the dynamometer systemdiRepresenting the actual speed of rotation at the half-axis, TdiRepresenting true at half-axisInter torque, THyiRepresenting the braking torque of a hydraulic braking system, G representing the transformation ratio of a transmission link, and TmRepresenting the output torque, T, of the motor systemfiRepresenting non-linear friction, Δ, of a dynamometer systemiRepresenting system disturbances, x, induced by uncertainty in system parameters of a dynamometer1i＝ωdiRepresenting the actual speed of rotation at the half-axis, x2iRepresents the unknown total disturbance term of the dynamometer system,
denotes x1iIs determined by the estimated value of (c),
representing the disturbance estimation error, beta0iAnd beta1iAll represent observer gain, Bi＝1/JiThe parameters of the dynamometer system are represented,
is x2iRepresents the total disturbance estimate, and when i is l,
representing the first total disturbance estimate, when i-r,
representing the second total disturbance estimate.
4. The vehicle rack synchronous dynamic load simulation method of claim 2, wherein the specific formula for calculating the tracking control value is as follows:
wherein i ═ l, r denotes the left or right side, StiRepresenting the sliding surfaces of the tracking control, ei(t)＝ωdi-ωd *Indicating the speed tracking error, omega, at time t of the dynamometer systemd *Representing said reference speed, ωdiRepresenting the actual speed of rotation at the half-axis, h and c both representing the proportional parameters of the tracking control sliding mode surface, d representing the dynamometer system, τ representing time, Si(t) represents the sliding mode variable of the dynamometer system, sat (. cndot.) represents the saturation function, ki(t) denotes the adaptive gain at time t, λiRepresenting a first adaptation rate, Bi＝1/JiRepresenting dynamometer system parameters, JiThe equivalent moment of inertia of the dynamometer system is shown,
representing the total disturbance estimate, utiRepresents the tracking control value, when i ═ l, utlRepresenting the first tracking control value; when i is r, utrRepresenting the second tracking control value.
5. The vehicle rack synchronous dynamic load simulation method of claim 2, wherein the synchronous control value is calculated according to the actual rotating speed at the left half shaft and the actual rotating speed at the right half shaft by the following formula:
wherein S issRepresenting said synchronous control sliding-mode surface, es(t) shows the synchronization error at time t of the left dynamometer system and the right dynamometer system, hsAnd csAll represent a proportional parameter, λ, of the synchronous control sliding mode surfacesRepresenting the second adaptation rate, sat (-) representing the saturation function, d representing the dynamometer system, τ representing time, ks(t) denotes an adaptive gain, usRepresenting the synchronization control value.
6. The vehicle rack synchronous dynamic load simulation method of claim 2, wherein the first reference torque is calculated according to the first tracking control value and the synchronous control value by the following formula:
ul＝utl+uS
wherein u issRepresents said synchronous control value, utlRepresenting said first tracking control value, ul＝Tdl *Representing the first reference torque.
7. The vehicle rack synchronous dynamic load simulation method of claim 2, wherein the second reference torque is calculated according to the second tracking control value and the synchronous control value by the following formula:
ur＝utr-uS
wherein u issRepresents said synchronous control value, utrRepresenting said second tracking control value, ur＝Tdr *Representing the second reference torque.
8. A vehicle rack synchronous dynamic load simulation system, comprising:
the vehicle braking system is used for driving the vehicle to rotate;
the first sensor is arranged at the left half shaft of the vehicle braking system and used for detecting detection parameters at the left half shaft of the vehicle braking system;
the second sensor is arranged at the right half shaft of the vehicle braking system and used for detecting detection parameters at the right half shaft of the vehicle braking system;
the real-time simulation device is respectively connected with the first sensor, the second sensor and the vehicle braking system and is used for calculating a reference rotating speed according to the detection parameters at the left half shaft and the detection parameters at the right half shaft;
the synchronous simulation device is connected with the real-time simulation device and used for calculating a first reference torque and a second reference torque according to the reference rotating speed, the detection parameters at the left half shaft and the detection parameters at the right half shaft;
the first dynamometer is respectively connected with the vehicle braking system and the synchronous simulation device and is used for performing dynamometer according to the first reference torque;
and the second dynamometer is respectively connected with the vehicle braking system and the synchronous simulation device and is used for performing dynamometer according to the second reference torque.
9. The vehicle rack synchronous dynamic load simulation system of claim 8, wherein the synchronous simulation device comprises:
the first disturbance observation module is used for calculating a first total disturbance estimation value according to the detection parameters at the left half shaft;
the second disturbance observation module is used for calculating a second total disturbance estimation value according to the detection parameters at the right half shaft;
the first tracking control module is used for calculating a first tracking control value according to the first total disturbance estimation value;
the second tracking control module is used for calculating a second tracking control value according to the second total disturbance estimation value;
the synchronous control module is used for calculating a synchronous control value according to the actual rotating speed at the left half shaft and the actual rotating speed at the right half shaft;
a first calculation module, configured to calculate the first reference torque according to the first tracking control value and the synchronization control value;
and the second calculation module is used for calculating the second reference torque according to the second tracking control value and the synchronous control value.
10. The vehicle rack synchronous dynamic load simulation system of claim 9, wherein the first calculation module calculates the first reference torque by the formula:
ul＝utl+uS
wherein u issRepresents the aboveSynchronous control value utlRepresenting said first tracking control value, ul＝Tdl *Representing the first reference torque.
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